Fluid-pressure steering-gear.



Nm 683,427. Patented uct. l, mol.

L. BARGEB.

FLUID PRESSURE STEERING GEAR.

(Application led Sept. 15, 1900.)

(No Model.)

ms paens on, mm-aman'. msvlumrnmp. n.

UNITED STATES PATENT OFFICE.

` LUCAS BARGER, OF NEW YORK, N. Y.

FLUID-PRESSURE STEERING-GEAR.

, SPECIFCATIQN forming part of Letters Patent No. 683,427, dated October1, 1901.

Application filed September 15, 1900. Serial No. 30,205. (o model.)

T0 @ZZ whom, t may concern.'

Be it known that I, LUCAS BARGER, a citizen of the United States,residing in the borough of Manhattan, city of New York, and State of NewYork, have invented a new and useful Steering-Engine Operated by Fluid-Pressure, of which the following is a specification.

My invention relates to mechanism for utilizing and controllingfluid-pressure to operate a steering-engine, designed to facilitate themovement of the rudders of vessels and give to the pilot a rapid andconvenient control with the exercise of the least effort and attentionon his part.

The object of my invention is to supply a simple and efficientoperating-valve controlling the admission of the pressure to one side ofthe piston and the exit of a necessary amount of the exhaust from theother side of' the piston connected to the operating-shaft, causing theforce exerted on the pressure side of the piston to be equivalent to theforce' exerted on the exhaust side of the piston plus the force exertedby the resistance of the water against the rudder, and, further, toavoid the use of the complicated valves or the use of a number ofcable-pulleys now in operation in connection with fluid-pressuresteering-engines. The pressure and exhaust ports are closed withouteffort or thought on the part of the operator. He turns the primaryvalvestem, opening one of the pressure-ports to the pressure and opening theother to the exhaust-chamber. The pressure turns the piston, which iskeyed to the operating-shaft,

which shaft forms the secondary valve, thereby automatically cutting oftthe pressure and coming to rest at a given position. The operator turnsthe primary-valve stem, to which an indicator is attached showing theposition given to the rudder to producethe desired change in the courseof the vessel. When the rudder attains thatk given position, theoperating-shaft automatically comes to rest and is so held regardless ofany variation of pressure against the rudder. Vhen the rudder is forcedback, thereby turning the operating-shaft, the secondary valve being aportion 0f the shaft is opened to the pressure, which again forces thepiston and rudder far enough around to again close the pressureports,and should the pressure against the rudder become less upon theslightest movement of the operatingshaft the opposite pressure-portwould be instantly opened to the pressure and the other pressure portwould open correspondingly to the exhaustchamber. Thus the rudder isheld to the position given by the indicator in the pilothouse.

Another object of my invention is to utilize fluid-pressure. Eitherelastic or nonelastic fluids may be used, as shall be found best or mostconvenient under given circumstances. An advantage is derived fromnonelastic, because that class of fluids are practically stat-ic, whilein some cases the elastic Huid might be preferable when a cushion orelastic pressure is needed to avoid a heavy or rigid strain upon therudder as it is being driven and operated by the actuating fluidpressureagainst the opposite sides.

Further objects and advantages of this invention will appear in thefollowing description. The novel and advantageous features andcombinations will be pointed out in the annexed claims.

Similar figures refer to corresponding parts in all the drawings.

Figure l is a vertical section of the fluidpressure steering-engine,showing a vertical section of the primary-valve stem, packingboxes,primary and secondary valves, main shaft, and cylinder-casing. Fig. 2shows the top of the operating-shaft, which is the secondary circularauxiliary cut-off valve, and the seat of the primary valve. Fig. 3 showsthe bottom of the radial flat primary valve, showing the exhaust-channeland a portion ofthe valve shaft or stem. Fig. 4 shows a transversehorizontal section of the main shaft and the top of the operating-pistonat the line am: in Fig. 1. Fig. 5 shows the packing-strips, and Fig. 6shows a modification of packing with pressure-ports in the piston.

The radial flat primary valve 2 rests upon the secondary valve and isheld in position by the extension below its surface of a portion of thevalve-stem l, acting as a pivot sunk centrally into its seat in thesecondary valve. In the bottom of the primary valve is anexhaust-channel 7. A portion of the bottom face ofthe primary valve 2 inFig. 3 forms covers 8 S ofl the pressure-ports 4 4, Figs. 1 and 2, ofthe secondary valve, leaving a chamber through said primary valve, whichis always open to the pressure. The exhaustchannel 7 is of such shapeand size as continually to cover the exhaust-port 5 and of sufficientradial length to establish communication between the exhaust-port 5,leading to the exhaust-chamber 14, and either one of the twopressure-ports 4 4 in the secondary valve 3, Figs. 1 and 2. The bottomportion of the face 8 S of the primary valve 2, Fig. 3, is of such sizeas to cover both pressureports 4 4-while the secondary valve 3 is atrest, and upon a radial motion in either direction imparted to thevalve-siem 1 by the operator turning the primary valve 2 radiallyaboutits pivot upon the secondary valve 3 simultaneously onepressure-port 4 is uncovered to the pressure in the pressure-chamber 13,Fig. 1, and the other` pressure-port 4 is put in communication with theexhaustchamber 14 and the exhaust-port 5, Fig. 1, through theexhaust-channel 7, Fig. 3. The primary-valve stem 1, Figs. 1 and 3, iscontrolled by the operator by any convenient device capable of impartingthereto a radial motion, such as a wheel or lever connected direotlyontothe valve-stem 1. In such case a knuckle or slip joint should be used inthe stem 1,or a connection may be maintained between the stem and theoperating wheel or lever by means of any convenient device foundsuitable. The Valve-stem 1 is furnished with a friction-box, or, if moredesirable, the gear may have a clutch or springcatch at theoperating-point to hold the stem 1 and the primary valve 2 in positiongiven it by the operator, and thus prevent the primary valve 2 frombeing turned by the friction Aupon the secondary valve 3 while thesecondary valve is being automatically turned by the operating-piston,which comes to rest when the rudder assumes the desired position, andboth pressure-ports 4 4 are closed by the faces S 8 of the primary valve2, Fig. 3, all of which is contained within a valve-casing 12, providedwith a pressurechamber 13 and an exhaust-chamber 14, Fig.1.

The secondary circular auxiliary cut-olf valve 3', Figs. 1 and 2, isformed on the end of the niain operating-shaft, which forms a seat forthe primary valve 2. The cut-off valve 3 contains the three ports 4 4 5,Figs. 1 and 2, leading down the main shaft 3. The two pressure-ports 4 4establish communication between the pressure-chamber 13 and theexhaust-channel 7 and the cylinder-chambers on either side of theoperating-piston 16, Fig. 1, the exhaust port 5 communicating betweenthel exhaust-channel 7 in the bottom of the primary valve, Fig. 3, andthe exhaustchamber 14, Fig. 1. The pressure-ports 4 4 also form theexhaust-ports from the exhaust side of the operating-piston 16 to theexhaustchannel 7, Fig. 3. While one acts as the pressure-port the otheris acting as the exhaustport from the piston-chamber to theexhaustchannel 7 in the primary valve. The top surface or the face ofthe secondary valve, Fig. 2, is so situated with reference to theexhaust-channel 7 and the port-covers 8 8 in Fig. 3 of the primary valvethat upon a radial motion imparted to the primary valve 2 onepressure-port is uncovered to the pressure and the other pressure-portis thrown in communication with the exhaust-channel 7. The ports 4 4 and5, Fig. 3, are so situated with reference to the exhaust-channel 7 andthe covers 8 8, Fig. 3, of the primary valve upon the face of the otherthat one pressureport 4 or 5, Fig. 2, is uncovered by the covers 8 8,Fig. 3,to the pressure, and simultaneously the other pressure-port isthrown in communication with the exhaust-channel 7 of the primary valve,Fig. 3, all of which is located within a valve-casing 12, provided withpressure and exhaust chambers. The stuffingboxes 1l in Fig. 1 pack thecylinder, and the pressure and exhaust chambers about the main shaft 3and the valve-casing 12 about the primary-valve stem 1.

In connection with the operation of my invention I employ an old-formcylinder, being a main radial or seginentary-shapedpcylinder, about thatof a quadrant 10, (shown in Fig. 1,) containing the operating-piston 16,moving with a radial sweep and keyed to the main shaft 3. The main shaftmay be the ruddershaft or connected to the rudder-shaft by a gear if itshould be desired to extend the rudder-shaft beyond the position of thesteeringengine or should it be advantageous to place the steering-enginein another position in the vessel. The pilot is furnished with a lever,wheel, or convenient device which is connected to a dial indicating tohim the position the rudder will take upon his turning the le- Ver orwheel, thereby opening the primary valve, admitting the pressure to oneor the other side of the operating-piston. The operative power may beany iiuid desired. The pressure-chamber contains the primary andsecondary valves. The pressure is admitted to either one of thepressure-ports by turning the primary valve one way or the other, as maybe desired. The secondary valve is the main shaft (and may be or may notbe the rudder-shaft) and being keyed to the operative pistonritsmovement is coincident with the secondary valve, which automaticallyfollows the primary valve, cutting od the pressure and exhaust ports andcoming to rest. The primary and secondary valves always assume the samerelative position when at rest and always tend to assume the position ofrest the instant either valve is displaced. The ports lead down thesecondary valve (which is also the main shaft and may be therudder-post) and communicate the one with one side and the other withthe other side of the operating-piston through apertures leading' fromeach side of the piston through the hub into the main shaft connectingwith the two ports IOO leading down the shaft, as shown in Fig. l. Alongitudinal section of the main shaft would not show the ports, as inFig. 2. Dotted lines are therefore used to indicate their position downthe operating-shaft. The exhaust-port also leads down the main shaft, asshown in Figs. 1 and 2. The 4primary valve has a depression orexhaust-channel 7, Fig. 3, of such shape and size as to continuallycover the exhaust-port communicating With the exhaustchamber. The saidexhaust-port communicates with either one of the pressure-ports throughthe said depression or exhaust-channel the instant the otherpressure-port is opened to the pressure (see Fig. 3) and rests upon Fig.2 as its seat. While one pressureport is acting as the exhaust-port andin communication with the exhaust-channel 7, the other pressure-portconducts the pressure to the piston 16. The pressure fluid is admittedto one port simultaneously as the exhaust is admitted to the other, 4,thence through the exhaust-channel 7 and the exhaust-port 5 to theexhaust-chamber 14. The pressure fluid passes from the pressure-chamber13 through the open chamber, through said primary valve between A 8,Fig. 3, of the primary valve, down the shaft through the port 4 into thepiston-chamber, and forces the operating-piston around, earryin g withit the main shaftil. e., the secondary valve-to which it is keyed, untilits movement closes the ports and comes to rest, in which position thepiston is held regardless of varying pressure against the rudder untilthe primary valve is given another position by the pilot, when the sameoperation is repeated upon every movement of the primary valve by thepilot. In the cylinder, which is the ordinary quadrant-shaped cylinder,Fig. 1, may be packed in the usual Way. Fig. 4 shows the top surface ofthe piston, with the groove in which the packing-strip is placed, andmay be held by springs or packed by expansive metal run in the groove17, or water packing may be used.

The packing extends around the entire piston and around the shaft,litting Work-tight at the corners.

Various changes in the form, proportion, and minor details of theconstruction may be resorted to Without departing from the spirit orsacrificing any of the advantages of this invention.

What I claim, and desire to secure by Letters Patent, is-

1. A steering-engine, the combination of a cylinder With a pistonattached to the main shaft, on the end of which is formed a valve, and aprimary valve seated on the said shaft for controlling the movement ofthe piston substantially as specified.

2. The combination of a main shaft provided With ports; and a primaryvalve provided with an operating-stem, With an exhaustchannel and withan open chamber through said primary valve; which primary valve isseated upon the end of the said shaft to control the motor fluid to andfrom the cylinder, substantially as specified.

3. The combination with a main shaft adapted to be attached to arudder-shaft; a piston attached to the main shaft of an operating-valve;means controlled by the operating-valve for applying Huid-pressure tothe opposite sides of said piston, said operatingvalve consisting of amain primary valve and an auxiliary secondary valve adapted, When intheir normal relative position, to close the valve-ports the auxiliaryvalve keyed to the operating-piston to secure automatic, coextensivemovement thereof; means for manually operating the primary valve,substantially as specified.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in the presence of two Witnesses.

LUcAs BARGER. [L si Witnesses:

JAMES P. J. MoRRIs, DANIEL J. AUGUSTINE.

